Engine starting mechanism



' June 11, 1940. M. NARDONE 2,204,437'

ENGINE STARTING MECHANISM vOriginal Filed Feb. 16, 1937 l i INVENTo/e.l

A Romea/1% rolo/7e Patentedl June 11, 1940 UNITED STATES .PATENT oFFicE v 2,204,431 j Romeolifltdone, East ilrange, N. J., assignor. v

by mesne assignments, toBendix Aviation Corporation, South Bend, Ind., a corporation of Delaware original application February 16, 1937, serial No. 126,064. Divided and this application August 25, 1937, serial No. 160,927

7 Claims.

This invention relates to starting mechanism for internal combustion engines, and more\par ticularly to starters of the type adapted to be actuated byOiluid pressure.

This application is a continuation, in part,

of my application No. 388,203, filed August 24,

An object of the invention is to provide engine starting mechanism embodying novel means actuated by the gases generated when a cartridge is fired.

A second object is toy provide starter actuating means of the combustible charge type which includes novel means for transmittingv the resulting uid pressure to one of the rotating elements of the engine to be started, such as the crankshaft.

Further objects include the provision of a novel starter which may be employed for starting aero` plane engines; one which is simple in construction, dependable in operation, and which may be applied as a unit toan engine. The above and additional objects will appear more fully hereafter in the detailed description.

One embodiment of the presenty invention is illustrated in the accompanying drawing, wherein like reference characters indicate 4like parts throughout the several views, but it is to be expressly understood Vthat the drawing is for purposes of illustration only and is not designed as a definition of the limits of the invention, reference being had for this purpose to the appended claims.

In the drawing- Fig. 1 is a view, in longitudinal section, illustrating a device embodying the present invention; I

Fig. ,2 is a detailed perspective view of a portion of the motion transmitting means of Fig. 1; and

Fig. 3 is a transverse view 'of -the roller clutch.

Referring more particularly` to Figs. 1 and 2, the starting mechanism constituting the subject matter of the present invention is adapted to be mounted as a. unit on the crank case of an ircraft type of engine, a portion of said crank case being diagrammatically shown at 4, and is adapt.-

ed to be drivably connected to a rotating'memvber of the engine to be started,-such as the crankshaft, a portion of the latter being illustrated at 5.v 'I'he starting mechanism proper includes a motion transmitting structure and a cartridge charge consuming structure, the former being provided with a housing 6 which is substantiaily .L-shaped in section. The lower Short (Cl. 12a-179) through a suitable connecting rod Il to a crankshaft I2 having journals I3 and I4 which are rotatably mounted` in any suitable manner in the housing 6. A gear wheel I5 is drivably connected to, or integrally formed with, t e crankshaft with its axis of rotation conce tric with journal I3. A pinion I6 having its axis of rotation located in a vertical plane which is laterally .displaced from the common axis of journals I3 and I4 (Fig. 2) meshes with gear I5 and is drivably connected to a barrel Il which is rotatably mounted as by means of ball bearings I8 in the lower arm of housing 5. An interiorly lthreaded nut or sleeve -I9is concentrically disposed within barrel I'I and is drivably connected to said barrel by means vof a plurality of friction 4disks 20. A plurality of coil springs 2l are provided to maintain disks 20 in frictional engagement, and a locking ring 22 is preferably threaded into the inier end of the barrel to Vvary the pressure exerted by said springs on the disks.

Mounted for rotary and longitudinal movement within sleeve I 3 is a threaded shaft 23 to the outer end of which is secured a nut 24 adapt- 'ed to engagel an annular shoulder 25 provided event that the parts come to rest with said jaws in engagement. The inner end of rod 30 carries a nut 3l which is in engagement with the inner' end of shaft 23, and the outer end of said rod slidably extends through housing 6 and is pro'-A vided with a head 32 to facilitate movement of the rod.

-to be described more fully hereafter. In the form shown the boss 6a is integral with housing 6.

Means are provided to ignite the solid fuel (commonly termed powder) of the cartridge and to conduct the burning charge and the resulting gases toward cylinder 9, for actuation of the piston i0. To this end there is provided a housing 38 carrying a flange 39 to facilitate attachmentl of the housing to some stationary support 40 adjacent the pilots station on the craft in which the invention is installed. Within the lower portion of housing 38 is slidably mounted a bolt structure 4| which includes a firing pin 49. A cartridge to be consumed is inserted into the housing through opening 42 and the bolt mechanism (which -is shown in open position) is moved to closed position, thereby advancing the cartridge 5i to the dash line position indicated, this being its firing position. A latch 43 is norinally held in a predetermined position by means of spring 44, and when actuated, serves to withdraw detent 52 from the path of the ange of the sleeve 53 which is threaded to the spindle 54 of the bolt structure. This spindle 54 is surrounded by a spring 56 which engages the head 51 of the spindle, and is compressed as the lower end of the spring is carried upward by the advancing base 58 of the bolt structurethe sleeve 53 and the spindle 54 being held by the-detent 52, until withdrawal of said .detent permits expansion of the spring 56 and consequent propulsion of the floating pin 49 into contact .with the per- 1 cussion fired cap 6i of the cartridge 5I,'where upon the combustible charge isignited, s'omeof the powder being propelled (while approaching the completely consumed state) through the connecting chambers 45 and 46, along Withthe gases generated by the burning action which takes place in the said chambers. These gases enter cylinder 3, move the piston downward, and finally-after a lapse of time sumcientto allow complete consumption of that portion of the pow,- der which is blown into the conduit 46-the expanding gases escape through exhaust port 41. This time interval for complete powder consumption, incidentally, is itself a controlling factor in determining the velocity of descent of the piston I0; for" the pressure attainable by the generated gases is.a direct function of the time interval required for complete combustion of the powder charge, and of course the amount of pressure attainable in the connecting chambers 45, 46 determines the amount of force exerted on the piston.

To assist the aeroplane pilot in operating arm 43, a rod or flexible cable (not'shown) may be connected thereto. When said arm 43 is'swurig about its pivotagainst the tension of spring 44, it will allow spring 56 to act upon the'firing pin to fire the cartridge in the manner above recited. 'Ihe resulting aactuation of piston l0 produces rotation of ge r I5, pinion- I6, barrelH,

and the parts therein, the ratio of the gears' being such that a single downward movement of the piston is effective to rotate the barrel a number of times. 'I'he barrel rotation may be further multiplied by converting barrel extension I6 into a combined pinion and clutch, as by interthrough housing 6 to receive a iiywheel 12 with a .of the barrel l1 independently of the toothed v portion of the pinion, until such stored energy is completely used up.

Due to the inertia of shaft 23 and jaw 26 and `the threaded connection of said shaft with sleeve I9, the rotation of the barrel results in longitudinal movement of the driven member 23, 26 into driving engagement with the member 21 of the engine to be started; and the rotation thus imparted to the engine causes vthe latter to be cranked and started. As soon as theengine starts under its own'power, the inclined teeth of jaw members 26, 21 are effective to return shaft 23 to normal position with the member 26 in non-driving position. In the event that the engine does notstart and the parts come to rest with the jaw clutch members in engagement, rod 30 may be' actuated to disengage the clutch members.

When the piston reaches .its lowermost position the actuating gases pass out the port 41 and spring 33 is then effective to restore the parts to normal position, which position may visually be indicated by pointer 31. It will be noted from Fig. 1 that the piston engages the end portion of the cylinder 9. the latter; being 4so constructed and designed as to operate as a positive stop, thus limiting the upward return movement of the piston and preventing the piston from reaching a top deadcenter position.' From this construction it'will be seen that the crank oscillates through an angular distance less than 180, and the spring returns the piston after a working stroke, to a position such as that indicated in Fig. 2, wherein the vertical center line of"` the crankshaft I2 is laterally displaced from the central vertical center line of the piston. In Fig.-2 the normal'positions of crank i2 and connecting rod Il are indicated by dotted lines a and b respectively.

It will now be apparent that after the energy of the expanding gases has been utilized in driving the piston downwardly, the piston is re'- turned to a proper position to -beactuated by a subsequent charge of actuating gases in order to again operate the rotatable members of the starter in the proper direction.

'I'he use of the friction clutch permits jaw member 26 to transmit a. substantially predeter-'l mined load thereby protecting the parts against damage and permittingthe use of lighter parts whereby alight, compact structure is secured.

There is thus provided a novel engine starting mechanism of the fluid pressure type which may be installed on and removedl from the engine as a unit. The gases resulting from the Aburningof the combustible charge are not introduced into the engine cylinder proper, thereby avoiding any possibility of igniting the engine fuel supply.

The piston, is always returned, after a working A stroke, to a proper rin'g position4 for a subsequent start. The housing 6 is preferably formed in several readily disassembled sections whereby the parts may be serviced without the necessity for removing the same from the engine.

. Various changes may be made in the details of construction and arrangement of the parts, within the limits of the appended claims.

` In addition to being a continuation, in part, of application No. 388,203 above identified, this application is also a division of my application to said barrel and simultaneously store vreserve No. 126,064, led February 16, 1937.

What is claimed is:

1. In a starter for an internal vcombustion engine, the combination with a driving barrel of a longitudinally movable engine engaging clutch. disposed within said barrel, means including a clutch' retracting rod extending through said barrel for withdrawing said clutch from engine engaging position, and barrel driven means independent of and distinct from said rod for moving said clutchto engine engaging position, a iiywheel rotatable with said barrel, said barrel hav-y ing a rearward extension connecting with said ywheel, a prime mover including a pinion surrounding said rearward extension, and an overrurning clutch drivably connecting said pinion witi said rearward extension,r to transmit torque to said barrel and simultaneously store reserve energy insaid flywheel.

2. In a starter for an internal combustion engine, the combination with a driving barrel of a longitudinally movable engine engaging clutch. disposed within said barrel, means for withdrawing said clutch from engine engaging position. and barrel driven means for moving said clutch to engine engaging position, a ywheel rotatable with ,said barrel, said barrel having a rearward extension connecting. with said flywheel, a prime mover including a pinion surrounding said rearward extension, and an overrunning clutch drivably connecting said pinion with said rearward extension, to transmit torqueto said barrel .and

simultaneously store reserve energy in said iiywheel. y

3'. In a starter for -an internal combustion en, gine, the combination -with a' driving barrel of an'engine engaging clutch, disposed within said barrel, barrel driven\-ieans for moving said clutch to engine lengaging position, a flywheel rotatableV with said barrel, said barrel having a energy in said flywheel.

4. In a starter Afor an internal combustion engine, the combination with a driving barrel of an engine engaging clutch, disposed within said barrel, means -for moving said clutch to engine engaging position, a flywheel rotatable with said barrel, said barrel -having a rearward extension connectingwith said iiywhe'el, a prime mover including a part surrounding said rearward l extension,and an overrunning clutch drivably connecting said part with said rearward extension..

to transmitltorque to said barrel and simultaneously store vreserve energy in said flywheel.

5. In a starter for an internal combustion engine, the combination with a driving barrel of an engine engaging clutch, rotatable by said' barrel, means for moving said clutch to engine engaging position, a ywheel rotatable with said barrel, said barrel having a rearward extension drivably connecting with said iiywheel, a prime mover including a part surrounding said-rearward extension, and an overrunning clutch drivably.

connecting vsaid part with said rearward extension, to transmit torque to said barrel and simultaneously store reserve energy in said ywheel.

6. In a starter for an internal combustion engine, the combination with a driving barrel of an enginev engaging Aclutch -disposed within said barrel, means for-moving said clutch to 'engine said iiywheel, a prime mover including a pinion surrounding saidirearward extension, and an overrunning clutch drivably ,connecting said-v pinion with said rearward extension, to transmit torque to said barrel and simultaneously store reserve energy insaid ywheel.

' ROMEO M. NARDONE. 

